CASE-III PROCEDURES

Our squadron kneeboard (linked here) includes a solid cheat sheet covering CASE I procedure basics. The relevant pages are shown below take the time to familiarize yourself with everything on them.

Note: We aim to follow real U.S. Navy carrier ops standards and procedures. However, due to DCS and pilot limitations, a few aspects have been adjusted to fit our environment.

For a more detailed breakdown of Carrier Ops, check out this guide created by real world F-18 pilots adapted for DCS

BREVITY WORDS / GLOSSARY

Inbound

Initial report to Marshal when entering the carrier recovery environment.

Established

Aircraft is established at its assigned altitude in the Case III marshal.

EAT

Expected Approach Time. The assigned time at which the aircraft is expected to commence from marshal.

Commencing

Aircraft is leaving marshal and beginning the Case III approach at its assigned EAT.

Platform

Aircraft is passing 5,000 ft during the Case III descent.

Check-in

Initial contact with Approach after handoff from Marshal.

Needles

Aircraft has received ACLS guidance and reports the relative position of the displayed guidance.

Negative Needles

Expected ACLS guidance has not been received.

Coupled

Aircraft is coupled to ACLS guidance.

Command Control

Aircraft is receiving and responding to ACLS steering commands.

Get Dirty

CATCC instruction to configure the aircraft for landing.

Getting Dirty

Pilot acknowledgement that the aircraft is being configured for landing.

Ball

Pilot has transitioned to visual landing guidance and reports the ball.

Clara

Pilot does not have the required visual landing reference.

Airborne

Aircraft has launched and is established on the Case III departure.

Passing 2.5

Aircraft reports climbing through 2,500 ft.

Arcing

Aircraft is established on/intercepting the Case III departure arc.

Established Outbound

Aircraft has joined the assigned departure radial outbound.

On Top

Aircraft has climbed clear of cloud/IMC conditions.

Popeye

Aircraft remains in IMC and has not broken out by the expected altitude/condition.

Kilo

Aircraft is mission-ready following departure.

CASE-III DEPARTURE

CASE III departures are used during night operations, or during the day when weather conditions require an instrument departure. Unlike CASE I, where aircraft can perform a clearing turn and remain relatively low while departing parallel to the BRC, CASE III places every departing aircraft onto a predictable departure path around the carrier.

After launch, there is no clearing turn. Maintain the launch heading and begin climbing at 300 knots. The aircraft must cross 5 NM at or above 1,500 ft and continue the climb throughout the departure.

At 7 NM, begin turning to intercept the 10 NM arc around the carrier. Once established on the arc, continue climbing while following it until reaching the assigned departure radial. Leave the arc at that point, establish on the radial and continue outbound.

The important thing to understand is that the 10 NM arc is not simply another navigation exercise. During CASE III, visibility around the carrier may be poor or non-existent. Multiple aircraft may be launching without being able to visually acquire one another, while other carrier operations may be taking place nearby. Predictability therefore becomes significantly more important than it is during a normal CASE I departure.

Pilots are expected to maintain their assigned departure geometry, altitude and airspeed accurately. Do not cut inside the arc, anticipate the assigned radial by leaving early, or improvise a more convenient route away from the carrier. Other aircraft and controllers are working around the assumption that you will be where the procedure says you should be.

Once the aircraft reaches the assigned departure radial, leave the 10 NM arc and proceed outbound while continuing the climb.

EXTERIOR LIGHTS

CASE III lighting procedures are deliberately different from CASE I.

During CASE I operations, exterior lighting is normally kept off within the carrier operating area to avoid unnecessarily advertising the carrier's position. During CASE III, however, maintaining visual awareness of other aircraft immediately after launch is the priority.

While on deck, all exterior lights remain OFF.

As soon as the aircraft's wheels leave the deck, exterior lights are turned ON.

For flights consisting of more than one aircraft, formation lights must also remain ON until the formation has been safely established. Once established, continued lighting is at the flight's discretion depending on conditions and the brief. The flight may continue using formation lighting or transition to NVGs as appropriate.

The important distinction is simple:

CASE I: Lights remain off around Mom until clear of the carrier operating area.

CASE III: Lights off while touching the deck — lights on once airborne.

Do not carry CASE I lighting habits into a CASE III departure.

DEPARTURE GEOMETRY — 10 OUT

For training purposes, remember the basic geometry simply as:

Launch → 5 NM at or above 1,500 ft → turn at 7 NM → intercept the 10 NM arc → assigned departure radial → outbound.

Or even simpler:

10 OUT.

This same philosophy becomes important during recovery, where SOURCE uses a 20 NM inbound boundary when proceeding to CASE III marshal.

10 OUT — 20 IN.

CASE-ııı DEPARTURE COMMUNICATION EXAMPLE

The following is an example of the standard communication flow during a CASE III departure.

Station	Phrase
Once airborne
Pilot	Tower, XXX, Airborne
Tower	XXX, Tower, Roger
Passing 2,500 ft
Pilot	XXX, Passing 2.5
Tower	XXX, Roger
Established on the 10 NM arc
Pilot	XXX, Arcing
Tower	XXX, Roger
Established outbound on the assigned departure radial
Pilot	XXX, Established Outbound
Tower	XXX, Roger
Aircraft breaks out of IMC
Pilot	XXX, On Top, Angels __
Tower	XXX, Roger
Alternatively, aircraft remains in IMC at 18,000 ft
Pilot	XXX, Popeye
Tower	XXX, Roger
Aircraft is clear of the departure and mission-ready
Pilot	XXX, Kilo
Tower	XXX, Roger

Notes

"On Top" is reported once the aircraft breaks out of IMC. Report the altitude at which the aircraft becomes visual.
"Popeye" is reported if the aircraft remains in IMC at 18,000 ft.

CASE-III RECOVERY

CASE III recoveries are conducted at night, or during the day when weather conditions prevent a normal visual recovery. Unlike CASE I, where aircraft can visually enter the carrier environment and establish themselves in the marshal stack, CASE III relies heavily on assigned geometry, altitude, timing and CATCC control to keep recovering aircraft separated and predictable.

Aircraft approaching the carrier should therefore treat the airspace surrounding Mom as controlled operating airspace. Do not assume that the area between yourself and the carrier is clear simply because no traffic is visible or displayed.

20 NM MARSHAL ENTRY

For SOURCE CASE III recoveries, inbound aircraft must not penetrate inside 20 NM of the carrier while proceeding toward their assigned marshal radial unless specifically directed otherwise by CATCC.

Approach the carrier until reaching the 20 NM arc, then follow the arc until intercepting the assigned marshal radial. Once on the correct radial, proceed toward the assigned marshal fix and establish in the holding pattern as directed.

DO NOT CUT THROUGH THE 20 NM ARC DIRECTLY TOWARD THE MARSHAL FIX.

This procedure keeps inbound aircraft away from the immediate carrier operating area until they are properly established on their assigned recovery geometry. The airspace closer to the carrier may contain departing aircraft, other recovering traffic, or other operations that the inbound pilot may not be aware of.

This is particularly important when arriving at higher altitude. There is no reason for an aircraft waiting to enter marshal to unnecessarily pass close to the carrier while high. Remaining outside the 20 NM boundary until reaching the assigned radial keeps the aircraft predictable and clear of the immediate carrier environment.

Think of CASE III carrier geometry simply as:

10 OUT — 20 IN.

Departures use the 10 NM arc before joining their assigned departure radial.

Recoveries use the 20 NM arc before joining their assigned marshal radial.

ESTABLISHING IN MARSHAL

Once on the assigned marshal radial, proceed to the marshal fix at the assigned altitude. The marshal fix will normally be located at a distance corresponding to the assigned holding altitude, with the kneeboard using the relationship assigned Angels + 15 NM.

Aircraft should be established at their assigned altitude before reaching the marshal holding area. Do not make unnecessary altitude changes once established in the stack unless instructed by CATCC.

The holding pattern should be adjusted as necessary to meet the assigned Expected Approach Time (EAT). A useful reference is approximately 300 knots groundspeed, which corresponds to roughly 5 NM per minute and makes timing corrections considerably easier.

The objective is not to fly a perfectly shaped holding pattern. The objective is to arrive back at the marshal fix at the correct time and begin the approach when expected.

COMMENCING

At the assigned EAT, leave marshal and begin the CASE III approach.

The initial descent is flown at approximately 4,000 ft/min and 250 knots. Once descending from marshal, maintain the assigned recovery geometry and continue toward the carrier under CATCC control.

Passing 5,000 ft marks Platform. From this point the descent rate is reduced to approximately 2,000 ft/min while maintaining 250 knots.

During this portion of the approach, CATCC may make corrections to place the aircraft onto the current Final Bearing and establish the spacing required for the traffic ahead and behind.

LANDING CONFIGURATION

Aircraft will normally be directed to configure for landing between 8 and 13 NM from the carrier.

The exact configuration point is not fixed. CATCC determines when the aircraft should configure based on traffic and the separation required between recovering aircraft.

When instructed to "Get dirty", configure the aircraft for landing with gear down and flaps FULL and transition toward the required landing configuration.

Configuring significantly reduces the aircraft's speed, allowing CATCC to use the timing of the instruction as another method of controlling traffic spacing.

If CATCC needs additional separation from traffic behind, the aircraft may be kept clean at approximately 250 knots longer before receiving the instruction.

If additional separation is required from traffic ahead, CATCC may instruct the aircraft to configure earlier and begin slowing sooner.

Do not configure automatically based on DME. Wait for CATCC to issue "Get dirty" unless otherwise directed or briefed.

The purpose is not to have every aircraft configure at exactly the same distance. The purpose is to allow CATCC to manage the flow of traffic and deliver properly spaced aircraft onto the final approach.

LANDING LIGHT CONFIGURATION

During the CASE III recovery, aircraft lighting on final is subject to LSO discretion. The LSO must be able to clearly identify and monitor the approaching aircraft throughout the final portion of the recovery.

Unless otherwise directed, the normal landing light configuration will be:

Navigation lights — ON

Strobe lights — ON

Formation lights — ON

The LSO may request additional or different lighting when required for visibility. If instructed to use landing lights or given another lighting instruction, comply with the LSO's direction.

Once established on the recovery, LSO lighting instructions take priority over the flight's preferred lighting configuration.

CASE-III Recovery Communications

Station	Phrase
Aircraft checks in with Marshal
Pilot	Marshal, (Tac Callsing) XXX, marking Mom's ___ for __._, Angels __, State _._
Marshal	(Tac Callsing) XXX, Marshal on the ___ radial, Angels _, expected approach time __ (Minute Mark)
Pilot	___ radial, Angels _, expected approach time __, (Tac Callsing) XXX
Aircraft reaches the 20 NM arc and proceeds toward the assigned marshal radial
Pilot	(Tac Callsing) XXX, established 20 mile arc
Marshal	(Tac Callsing) XXX, Roger
Aircraft reaches the assigned marshal fix and establishes in the holding pattern
Pilot	XXX, established, Angels _
Marshal	XXX, Roger
Aircraft reaches its Expected Approach Time and leaves Marshal
Pilot	XXX, commencing
Marshal	XXX, Roger, switch Approach
Aircraft checks in with Approach
Pilot	Approach, XXX, commencing, Angels _, State _._
Approach	XXX, Approach, final bearing ___, altimeter __.__
Pilot	Final bearing ___, __.__(Altimeter), XXX
Aircraft descends through 5,000 ft
Pilot	XXX, Platform
Approach	XXX, Roger
Between 8 and 13 NM, when Approach determines the aircraft should configure
Approach	XXX, Get Dirty
Pilot	XXX, Getting Dirty
Aircraft receives ACLS guidance
Pilot	XXX, Needles (Needles state, Up and On for example)
Approach	XXX, Roger
Aircraft intercepts the glideslope and continues the final approach
Approach	XXX, Continue
Pilot	XXX
Aircraft acquires the IFLOLS and transitions to LSO control
Pilot	XXX, (Aircraft Type) Ball, _._(State)
LSO	Roger Ball

Notes

Marshal assignment values shown above are examples only. Pilots must read back the actual radial, altitude and EAT assigned by Marshal.
SOURCE aircraft remain outside the 20 NM boundary while proceeding toward their assigned marshal radial unless specifically directed otherwise.
"Get Dirty" may be issued between 8 and 13 NM depending on required traffic spacing.
Do not configure automatically based on DME. Wait for CATCC to issue "Get Dirty" unless otherwise directed or briefed.
Lighting during the final portion of the recovery is subject to LSO discretion.

BOLTER / WAVEOFF PROCEDURES

During a CASE III recovery, a bolter or waveoff places the aircraft back into the controlled recovery pattern. The priority is to safely transition away from the landing configuration, establish the missed-approach profile, and remain predictable for CATCC and other recovering traffic.

Do not immediately attempt to manoeuvre back toward the carrier or improvise another approach. Fly the published geometry and allow CATCC to sequence the aircraft back into the recovery.

BOLTER

In the event of a bolter, maintain positive aircraft control and continue straight ahead on Final Bearing.

Once safely airborne:

Gear — UP
Flaps — HALF
Airspeed — 150 knots
Climb — 1,200 ft

Maintain Final Bearing while climbing to 1,200 ft and await further instructions from CATCC.

A bolter does not mean immediately turning back toward the carrier. Other aircraft may already be established on final behind you, and CATCC must first determine where the boltering aircraft can safely be reinserted into the recovery sequence.

WAVEOFF

When a waveoff is issued, immediately execute the waveoff and transition to the missed-approach profile.

Do not delay the waveoff in an attempt to salvage the landing.

Transition to:

Gear — UP
Flaps — HALF
Airspeed — 150 knots
Climb — 1,200 ft

Continue on Final Bearing and follow CATCC instructions for resequencing.

Once a waveoff has been issued, the landing attempt is over. The objective is no longer to recover the aircraft on that pass; the objective is to safely clear the landing area and re-enter the CASE III recovery sequence.

LOST COMMUNICATIONS / NO FURTHER INSTRUCTIONS

If no further instructions are received, continue the missed-approach profile on Final Bearing.

At 4 DME, turn downwind while maintaining 1,200 ft.

Continue the downwind and turn back toward Final Bearing at 4 DME to establish for another approach.

This geometry provides a predictable missed-approach pattern when CATCC instructions are unavailable and prevents the aircraft from improvising its own route around the carrier.

If CATCC provides instructions, CATCC instructions take priority over the no-communications pattern.

GENERAL NOTES

A bolter and a waveoff ultimately place the aircraft into the same missed-approach profile, but they occur for different reasons.

A bolter occurs after the aircraft touches the deck but fails to arrest.

A waveoff terminates the landing attempt before a successful recovery and requires the aircraft to immediately execute the missed-approach procedure.

In either case, pilots should concentrate first on flying the aircraft and establishing the missed-approach profile. Radio calls and resequencing come after the aircraft is under control.

CASE III traffic depends on predictable aircraft movement. Do not make an unbriefed turn, climb, or attempt to rejoin final without CATCC direction.

BOLTER / WAVEOFF COMMUNICATIONS

Station	Phrase
Aircraft bolters after touchdown
LSO	XXX, Bolter! Bolter! Bolter!
Pilot	Roger Bolter!
Aircraft executes the missed-approach profile: gear UP, flaps HALF, 150 knots, climbing to 1,200 ft on Final Bearing
Approach	XXX, Approach, continue Final Bearing, climb and maintain 1,200
Pilot	Final Bearing, 1,200, XXX
Approach issues further instructions to resequence the aircraft
Approach	XXX, turn left heading ___, maintain 1,200
Pilot	Left heading ___, 1,200, XXX
WAVEOFF
LSO	XXX, Waveoff, Waveoff
Pilot	XXX, Waveoff
Aircraft immediately executes the missed-approach profile: gear UP, flaps HALF, 150 knots, climbing to 1,200 ft on Final Bearing
Approach	XXX, Approach, continue Final Bearing, climb and maintain 1,200
Pilot	Final Bearing, 1,200, XXX
Approach issues further instructions to resequence the aircraft
Approach	XXX, turn left heading ___, maintain 1,200
Pilot	Left heading ___, 1,200, XXX
If no further CATCC instructions are received
Pilot	Continue the no-communications procedure: maintain 1,200 ft, turn downwind at 4 DME, and turn back toward Final Bearing at 4 DME

Notes

Following either a bolter or waveoff, establish the missed-approach profile before concentrating on communications.
Missed-approach profile is gear UP, flaps HALF, 150 knots, climbing to 1,200 ft on Final Bearing.
Do not make an unbriefed turn or attempt to immediately rejoin final. Follow CATCC instructions for resequencing.
If CATCC instructions are received, they take priority over the no-communications pattern.
If no further instructions are received, maintain 1,200 ft, turn downwind at 4 DME, and turn back toward Final Bearing at 4 DME.

References

VFA-14 Tophatters Kneeboards — CASE III Departure and Recovery procedures.
Aircraft Carrier Operating Procedures for DCS v01 — Speed & Angels, created by DCS-Sn@k3Sh!t. Used as an additional reference for carrier operations, CASE III departure, marshal, approach, communications, and bolter/waveoff procedures.